Tashkent, Uzbekistan (UzDaily.uz) — The Tashkent City Council of People’s Deputies on 8 October approved the concept for a project to purchase 14 five-car trains for the capital’s metro system. The total delivery would comprise 70 carriages, with the preliminary project cost estimated at US$168.6 million to US$356.2 million, depending on the manufacturer selected and financing terms.
The project was prepared by Tashkent Metro. The supplier and final price have not yet been determined. According to the concept, the fleet needs to be renewed because of the deterioration of existing trains, some of which have been in service for several decades. Without new trains, the number of trainsets operating on the lines could decline, service intervals could increase and service quality could deteriorate as passenger traffic grows.
The new trains are intended to replace ageing carriages and increase the metro’s carrying capacity, allowing shorter intervals between trains.
Technical requirements
Each train must consist of five carriages. Existing station platforms are approximately 100 metres long, meaning that six-car trains would require costly infrastructure reconstruction.
The new trains must comply with the existing network’s technical specifications, including a track gauge of 1,520 mm, a contact-rail power supply of 825 V and a maximum speed of 90 km/h.
Compared with the 81-717/714 series, known as the “Numbered” trains, the new rolling stock is expected to feature more powerful asynchronous motors, regenerative braking, modern air conditioning, lighting and passenger information systems. Other planned improvements include faster acceleration and braking, lower floors to improve accessibility for passengers with reduced mobility, and more spacious interiors.
Germany’s Siemens said its solutions did not meet the Tashkent metro’s technical requirements and did not submit a commercial offer.
Suppliers and project costs
Official commercial proposals were received from China’s CRRC and Russia’s Global Transport Solutions. Prices for five other manufacturers were calculated using publicly available data on comparable deals.
Under the concept, CRRC’s trains are estimated to cost US$118.3 million, while the total project cost would be US$168.64 million to US$169.67 million. The proposed financing is a 20-year loan from China Exim Bank at an annual interest rate of 3%.
For Hyundai Rotem, the trains would cost US$179.4 million and the project US$184.13 million to US$184.22 million. Financing could be provided by Korea Eximbank at an annual rate of 0.05% over 20 years.
Alstom’s trains are estimated to cost US$125.6 million, with the total project cost ranging from US$217.28 million to US$219.56 million. This option envisages a 20-year loan from the European Bank for Reconstruction and Development (EBRD) at 5.65%.
For Spain’s CAF, the trains are estimated to cost US$134.7 million and the project US$229.95 million to US$232.37 million, with possible EBRD financing at 5.6% over 20 years.
The trains offered by Russia’s Global Transport Solutions would cost US$158.7 million, with the total project estimated at US$247.95 million to US$251.93 million. One financing option under consideration is a 12-year loan from International Development Projects at an annual rate of 9%.
For Škoda Transportation, the trains are estimated to cost US$164.2 million and the project US$279.99 million to US$282.29 million. The proposed financing terms from Czech Export Bank are 4.1% over 15 years, with additional insurance.
Japan’s Kawasaki Rail Car has offered trains for US$279.1 million. The total project cost is estimated at US$356.21 million to US$357.37 million, with a possible 20-year loan from the Asian Development Bank at an annual rate of 2%.
Purchasing trains from a manufacturer whose rolling stock is not compatible with the Russian railway platform would require the construction of a new depot and maintenance facilities, as existing facilities are designed for Soviet and Russian carriages. These additional costs are estimated at approximately US$10.1 million and are already included in the total project cost.
The concept states that supplier selection should take into account not only the price of the trains but also borrowing costs and related expenses. The document identifies proposals from CRRC, Global Transport Solutions and Hyundai Rotem among the most advantageous options.
Implementation timeline and financing
Preparatory procedures, supplier selection, financing arrangements and the signing of a loan agreement are planned for 2026. Train deliveries are scheduled for 2027, with the trainsets expected to arrive in three batches over approximately 10 months. Acceptance procedures are expected to be completed and the trains put into service by November 2027.
Tashkent Metro is a subsidised non-commercial organisation, meaning none of the options under consideration would make the project financially self-sustaining. Loan repayments are expected to be covered by the state budget.
Expected results
According to the estimates, the new trains are expected to carry 18.7 million passengers in 2028, 22.6 million in 2030 and 27.4 million in 2035. The project is also expected to create 61 jobs.
Some residents are expected to switch to the metro from private cars and other forms of transport. This should ease road congestion and reduce harmful emissions by an estimated average of around 4,000 tonnes annually.
All figures are preliminary and will be revised following the tender and negotiations with manufacturers and banks. Oversight of the decision has been assigned to Sukhrab Saifnazarov, chairman of the Tashkent City Council’s standing commission on foreign investment and tourism.
